Rotary internal-combustion engine

ABSTRACT

A rotary internal combustion piston engine providing for relative operative positioning of the movable portions, such as rotary cogs and pistons to allow for multiple and varied utilization of the engine working volume. The pistons are divided into operative segments comprising suction-exhaust pistons and power-compression pistons having reduced clearance power loses and minimal or maximum pressure differentials as required by the relative pistons to allow for maximum efficiency.

United States Patent 1 1 1111 3,780,710 Przybylski Dec. 25, 1973 [54]ROTARY INTERNAL-COMBUSTION 2,920,610 1/1960 Breelle .1 123/827 X ENGINE2,977,939 4/1961 Fearing... 123/817 X 3,354,871 11/1967 Skrob 418/196 X[76] Inventor: Zd1slaw Ryszard Przy y sk 3,584,984 6/1971 Majkowski etal 418/196 x Dachauer Strasse 266/1, Munich, Germany PrimaryExaminerCarlton R. Croyle [22] Filed: Oct. 21, 1971 AssistantExaminer-Michael Koczo, Jr.

. Att0rneyEric l-l. Waters et a1. [21] Appl. No.: 191,259

5 A T [30] Foreign Application Priority Data 7] BSTRAC 0C!. 22 1970Poland P-144OI0 A rotary internal combustion Piston engine Providing forrelative operative positioning of the movable por- 1521 us. (:1.123/847, 418/188 418/196 such as rotary c085 and Pistons for 51 1111. c1F0lc 1/14, F6213 53/04 tiP1 and Varied utilization 0f the engine Working[58] Field of Search 123/827, 8.31 8.47- The Pistons are dividedOperative Segments Hg/18,8 comprising suction-exhaust pistons andpowercompression pistons having reduced clearance power [56] ReferencesCited loses and minimal or maximum pressure differentials as required bythe relative pistons to allow for maxi- UNITED STATES PATENTS mumefficiency A 2,275,205 3/1942 Straub 123/827 X 2,722,201 11/1955 Muse123/827. 26 Claims, 13 Drawing Figures '1 9 4i 1 7 39 I 2 j 4 9 I 3ROTARY INTERNAL-COMBUSTION ENGINE This invention relates to a rotaryinternal combustion piston engine with two or more rotors providing formultiple utilization of the working volume, the engine being adapted tobe the prime mover, and particularly in cases where very smalldimensions and a low weight are required.

In technical and patent literature there may be found descriptions ofnumerous rotary engines which in different aspects are similar to thosehereinafter described. Concerned are engines each provided with a rotorhaving radial pistons generally coupled by means of a gear transmissionwith rotary sealing elements, the so-called rotary gates or combustionrotors, in which there are provide suitable chambers adapted to receivethe pistons of the rotor. In all of these engines the rotor and therotary gates have the shape of a circular cylinder. The rotor pistonsare mounted on the outer side of the cylindrical surface of the rotor,while the chambers of the rotary gates are provided within thecylindrical surface of the gates. Both the rotor and the gates disposedthereabout are mounted in a conveniently shaped body and they aredimensioned to cooperate with one another and with the said body astightly as possible.

The performance characteristics of these engines and the ranges of theirapplications are closely connected with the tasks fulfilled by theessential constructional elements of the given engine and they resultfrom its essential constructional features. In particular, thesecharacteristics depend upon the arrangement and shape of the inlet andoutlet passages for the working medium, the shape of the rotor pistonsand of the chambers in the rotary gates, on the number of the pistonsand chambers and on the number of the rotary gates. Other constructionaldetails such as the seals for the working volumes, the manner ofsupplying the fuel, the kind of ignition, the cooling system etc. arealso of varying degrees of importance.

In the majority of known combustion engines of this kind all rotorpistons are all-purpose double-acting pistons. Each of the pistons sucksin with its rear side the working medium and simultaneously itcompresses through its frontal side the medium sucked-in by thepreviously acting piston. In the successive working space between therotary gates the rear side of the same piston is exposed to the actionof the expanding gases, while the frontal side of that piston pushes outthe combustion gases. This versatility of all pistons is indeed anadvantage, but it also concurrently creates a number of disadvantages.For example: the pressure difference between the frontal and the backsides of each piston is at a maximum in all instances and results inconsiderable clearance losses. The individual working cycles of theengine always repeat in the same working spaces between the rotarygates, so as to cause very unequal heating of the body of the engine andof the rotary gates. This leads to considerable thermal deformations.and to a reduction in the sealing of the working spaces,

loading limit of the gates considerably limits the specific power andspecific weight of the engine. Besides, the mechanical loading of therotary gates, of their bearings and gear wheels coupling them with therotor shaft, is not uniform. These are all reasons in view of which thelife of such an engine is relatively short.

The inlet and outlet passages for the working medium are, as a rule,arranged in the case of the engine and they are disposed either on itscircumference or on its front surfaces. Consequently they are more orless overlapped by the rotor pistons or rotary gates, while frequentlythey are completely closed. This gives rise to various losses in theinlet and outlet passages and lowers the efficiency of the engine. Evenin cases where these passages are only partially arranged in the rotor,they are improperly shaped. In connection therewith the hydraulic lossesin these passages are accordingly comparatively high.

As far as concerns the shape of the rotor pistons and that of thechambers of the rotary gates, which are to some extent dependent uponthe former, there are employed a lot of different combinations ofrectilinear, circular, cycloidal, epicycloidal and hypocycloidalprofiles. The shapes of these elements determines not only the facilityof making them, but also influences, in different aspects, the magnitudeof the entire working space of the engine, the character of the suctionand pressing process, the repetition of the processes occuring in theindividual working spaces, the quality of mutual sealing etc. In thisrespect, each known rotary engine reveals advantageous features whilebeing simultaneously being subject to certain disadvantages.

The optimum number of rotor pistons, that of the rotary gates and of thechambers in the gates, is very different to determine in known rotaryengines. There are a great many possible combinations, which is not onlyof formal but of practical significance. On .the basis of the number ofthe elements depends their dimensions. To some extent these numbersdetermine the distribution and shapes of the inlet and outlet passages.They indirectly decide the main characteristics of the engine, amongothers, its specific power, rotational speed, repeatability of workingcycles, uniformity of the torque, and the value of shearing forces. Theselection of the best combination of the numbers of the elements, fromthe point of view of obtaining particularly favourable properties of theengine, in connection, of course, with the above-mentionedconstructional features, is rather difficult. Therefore, it is notwithout good reason, that each of the known rotary engines of this typeshows apart from advantages also a series of essential disadvantages.

The object of the invention is to eliminate the essential faults andinconveniences of rotary devices of this type, used as internalcombustion engines. To achieve this object, the invention sets the taskconsisting, among others, in differentiating the equal role of the rotorpistons, elaborating an effective method of supplying the workingmedium, providing the most advantages shapes of rotor pistons andchambers in the rotary gates and in choosing the most convenient numberof all these elements.

The invention encompasses a predetermined group of devices, especiallyrotary internal-combustion engines designed in compliance with a presettechnical task. The'tasks of the individual pistons have beendifferentiated therein, by providing the rotor hereinafter called pistonrotor with two types of pistons, namely: suction-exhaust pistons andpowercompression pistons. The outlets of the suction passages have beenplaced on the rear side in relation to the direction of the movement ofthe suction-exhaust pistons, while the outlets of the exhaust passageshave been disposed in one or both front cover plates of the pistonrotor, in proximity before each suction-exhaust piston.

The suction passages of the piston rotor unite in a common central inletin the front central part of the engine, while the exhaust passages areconnected with one, or if necessary, with two ring-shaped combustiongases collectors, one of which may be placed also in the front, butouter part of the engine, while the other maybe located in its centralpart. All the pistons have a nearly identical outer shape, which is acombination of e.g., an epicycloidal and circular line.

The number of the rotary gates, hereinafter called chamber rotors, isequal e.g., to the sum of all the pistons, or may be higher or lower byone than the sum of the pistons. The number of combustion chambers withwhich the chamber rotors are equipped, is advantageously an odd number.in the cross section of the chamber rotors, the combustion chambers havea profile which is a combination of e.g., an arc of a circle and twosections of a straight line. in the crank-case there may be locatedsuitable passages for equalizing the pressure differences between theworking spaces of the engine and its combustion chambers. There are alsoprovided passages for leading off residuals of combustion gases from thecombustion chambers, or for taking away the scavenging air.

In the cylindrical surfaces of the chamber rotors and of the pistonrotor there are provided e.g., suitable labyrinth seal grooves. Of equalimportance are also the remaining constructional elements which must beconveniently accommodated to the entirely new construction of theengine, such as: location of the sparking plugs and fuel injectors,positioning the rotors in bearings and other design of the rotationalelements, rotational speed transmission gear of the piston rotor and ofthe driving shaft, method of eventually controlling the compressionratio, solution of blocking the toothed wheels used in synchronizing allof the rotors, removing of clearances between said toothed wheels,location of the ignition control device, etc.

The invention provides for exceptionally favourable performancecharacteristics of the novel engine. These advantages result from theoptimal selection of all of the essential constructional features of thenovel engine and also of such features that generally are considered tobe of secondary importance in the art.

The functional division of the pistons into suctionexhaust pistons andpower-compression pistons gives rise to some important advantageousconsequences. The first of them is the elimination, to a great extent,of the problem of the clearance losses. The pressure difference betweenthe frontal and rear surfaces of the suction-exhaust pistons is alwaysminimal, generally never higher than several tenths of an atmosphere. lncase of power-compression pistons the pressure difference may indeed behigh, but for a very short time only. At that time in front of thepiston there takes place the beginning of the working cycle, and behindthe piston the beginning of the compression process. Already at anylittle movement of this piston, thepressure differ.-

ence quickly drops to zero, then, changes its sign and increases to avalue which appears when behind the piston there is finished theexpansion of combustion gases, and in front of the piston thecompression of air, which also only takes a very short time. Inconsequence of such a distribution of pressures during the movement ofthe power-compression piston, any leakages are immediately throttled andhave the tendency to revert. Longer lastingpressure differences havebeen limited to locations where the seal does not involve greaterdifficulties, i.e., to the contact of the cylindrical part of the pistonrotor with the cylindrical part of the chamber rotors.

The second consequence of the functional division of the pistons is thecreation of perfect natural engine cooling conditions, decrease of thehead load of the chamber rotors of the engine and equalization of thetemperature distribution in its crankcase. The natural cooling of theengine and the equalization of the temperature distribution in itscarnkcase each result from the fact that in each working space betweenthe chamber rotors there take place successively all the followingworking cycles: exhaust, suction, compression work.

The decrease of the heat loading on the chamber rotors is obtained dueto the fact that the fuel combustion process takes place in the chambersof all chamber rotors, and not as in other rotary engines of this typein each other chamber rotor. Thereby the heat loading of said rotors isreduced to one-half without any change of the specific power of theengine or alternatively, this provides the possibility of obtainingdouble the specific power without any need for increasing the heatloading of the chamber rotors.

The third consequence of the functional division of the pistons is theimproved internal heat regeneration resulting from the partialutilization of heat of the combustion gases. This is attained due to thefact that the portion of the power-compression piston exposed at itsrear side to the continuous action of the high temperature of thecombustion gases, is intensively heating with its frontal side the airwhich is being compressed in the adjacent working space. In case of twoor more piston pairs there is, furthermore, provided a full symmetry ofthe forces by the pressure of the working medium, which act upon thecrankcase and the rotor, whereas no radial forces act upon the bearingof the rotor. All these facts advantageously influence the efficiency ofthe engine, its specific power, and consequently also its dimensionsweight, and also its life expectancy.

The above described method of designing the inlet and outlet passagesprovides additional favourable consequences. Above all there are nowobtained features which were unobtainable in other combustion engines,viz. a continuous air suction process and a continuous process ofexhausting the combustion gases. The inlet passages as well as theoutlet passages remain always open. The flow is of continuous characterand is only slightly throttled when the suction-exhaust piston istraveling through the chambers in the individual chamber rotors. Thus,in the engine there have been eliminated to a great extent the lossesentailed by opening and closing of the suction and exhaust valves, bythe acceleration of the workingmedium at the inflow and outflowapertures, as wellas any losses connected with the flow throughcontractions at a critical-speed or a speed which is not much lower.

Furthermore, the inlet passages have been disposed in the piston rotorin a manner allowing the rotor to be effectively cooled from the insidethereof, and simultaneously to obtain the initial compression of the airbefore it reaches the working spaces, viz.:a slight supercharging of theengine. The central inlet is located in conformance with the directionof the main axis of the engine and then, when it is in the piston rotor,it separates into approximately radial directions, whereby the flow isthe same as in a centrifugal compressor. The supercharging is thegreater, the higher the rotations of the engine. Such a method ofdesigning the inlet and outlet passages improves above all theefficiency of the engine and increases its specific power.

The shape, as above described, of the pistons has been designedaccording to the principle of improved co-operation with the chamberrotors, facility of production, possibility of arranging labyrinth sealgrooves, and creation of sufficient space for location of the inletpassages and sparking plugs.

As far as combustion chambers are concerned, both the shape and thenumber of said chambers in each chamber rotor must be mentioned. Theadopted shape of the combustion chambers, in effect, a combination e.g.,of the semicircle and two sections of the straight line as measuredthrough their'cross-section, assures not only a proper co-operation withthe pistons of the rotor but makes it also possible to obtain thehighest precision in the positioning of the edges of the chambers and avery simple solution in the construction of the mechanism of thecompression ratio control system. An odd number of the combustionchambers, particularly 3 in number, is of extreme importance in theproper performance of the engine. That number makes it possible toreduce and to equalize the temperature loading of the chamber rotors, itcreates conditions for especially good scavenging of the combustionchambers, and it also assures provisions of the most convenientproportions of the chamber rotors in relation to the piston rotor.

The piston rotor is provided with an even number of pistons, thesuction-exhaust pistons and the powercompression pistons beingalternately placed. Therefore, combustion takes place in every othercombustion chamber and occurs again in the same chamber once for everytwo turns of the chamber rotor. In consequence thereof, combustion takesplace in a suitable sequence in 11 combustion chambers, thereby causinga uniform heating o f the chamber rotor s. Ffin each chamber, in whichthe combustion process has just taken place, the residual combustiongases are expelled, and then, during the second turn of the chamberrotor, this chamber is filled with cold air. Consequently, cooling andscavenging are obtained. The foregoing factors have an advantageouseffect particularly on the life expectancy of the engine and on theimprovement of its other performances, among while others, theycontribute to a more complete combustion and to a decrease of theimpurity content of the combustion gases.

The number of the chamber rotors depends upon the ultimate purpose ofthe engine. On this number are dependent e.g., the frequency of theindividual working cycles, the multiple of utilization of thegeometrical working volume of the engine, its specific power,dimensions, weight etc. For instance, the multiple of utilization of thegeometrical working capacity of the engine is, in the case of fourchamber rotors, approximately twice as large as in the case of two saidrotors. This means that also the specific engine power, at the samerotational speed, will be approximately twice as large. The workingcycle frequency accruing to dependent upon one rotation of the pistonrotor is in such a case, also twice as large. This also means obtainingof a more uniform torque, and consequently e.g., a smoother operation.

The cover plates affixed to the two frontal surfaces of the piston rotoralthough appearing to be unessential, are, however, of rather essentialimportance to the overall construction of the engine. Above all, theymake it possible to exactly arrange the afore-said combustion gas outletpassages and furthermore, they facilitate the sealing of the individualworking spaces, while they simplify the axial setting of multi-chamberrotors.

On the frontal and rear sides of each chamber rotor there may beprovided a passage for connecting the suitable working space and thecylindrical seat of that rotor. The passages on the frontal sides of thechamber rotors assure a correct sequence of the air compressionprocesses in each working space of the engine. The passages on the rearsides of the rotors assure a correct sequence of the combustion gasesexpansion processes. This is possible due to the fact that through eachof these passages there occurs the equilization of the pressures betweenthe working space and the corresponding combustion chamber, and thisboth during the initial compression phase before connecting the givenchamber units with the compression space and during the end compressionphase when such a chamber is already disconnected from the expansionspace. This determines above all the general efficiency of the engine,and also the specific rate of fuel comsumption.

The passages in the middle part of the cylindrical seats of the chamberrotors may be open or closed, as required. Residual combustion gasesrejectedby the centrifugal force may escape through these passages, andduring the next operating turn of the chamber rotor the scavenging airmay flow out. This provides for improved scavenging of the engine andmore intensive cooling, which results in improving the cleanliness ofthe combustion gases.

The remaining improved constructional features of the engine are,perhaps, not as essential, but they basically result from constructionalreasons or they are more self-evident and as such are described moesuperficially or are completely omitted.

Glow plugs or sparking plugs are placed e.g., in power-compressionpistons for the purpose of rendering possible the regulation of theignition advance in any suitably large limits. The access to these plugsis easy at the disclosed constructional embodiment of the engine, andsimultaneously the construction and the arrangement of the ignitiondevice may be very simple.

The distribution of the fuel injectors in the crankcase of the engine,near the penetration edges of the cylindrical seats of the chamberrotors with the cylindrical seat of the piston rotor, is dictated by thepossibility of obtaining a fuel injection sequence lasting sufficientlylong during each air compression cycle in the working spaces of theengine. It is intended to avail oneself entirely of the advantage of adirect, timed fuel injection. Incase of an even number of chambers, ineach chamber rotor there may be. applied continuousfuel injection intothe central air inlet to the engine, or to a carburetor supply.

The method of blocking any toothed wheels on the pins of the chamberrotors is intended to create, above all, for conditions of unitaryproduction of the engine or its prototypes, or for conditions in whichthe production takes place with a partial interchangeability of parts.

The hereinafter described method of reducing the rotational speed of theengine by applying a gear wheel with an inner indentation, engagingsimultaneously all gear wheels of the chamber rotors, is especiallyconvenient for tractive applications of the engine and for all othercases in which small dimensions and little weight are required.Transmission ratios between the rotational speed of the piston rotor andthe transmission shaft of the engine of :3; 2,5 2 l and others areobtainable. The application of the solution makes it also possible toremove clearances in the transmission synchronizing the rotation of thechamber rotors and the piston rotor.

The method of embedding the bearing of the piston rotor and of thechamber rotors is been correlated as advantageously as possible with theoverall construction of the novel engine. The outrigger support of thepiston rotor in the rolling bearings is dictated by technological andassembling reasons, and also by the possibility of obtaining a longlasting and reliable operation of the engine. The same reasons recommenda bilateral support for to the chamber rotors e.g., in slide bearingsseparately mounted in ports of the crankcase of the engine.

Having in mind the hereinbefore mentioned reasons, the crankcase of theengine is preferably designed as a one-part-member which provides itsgreat advantage. In the embodiments disclosed by way of example, it istechnologically extremely simple and accommodated to large-scaleproduction. The cylindrical seats of the chamber rotors have a constantdiameter along the whole width of the crankcase and may be made out ofone piece jointly'with the cylindrical seat of the piston rotor. Thecooling of the crankcase may be effected by air or by fluid, accordingto the purpose of the engine. The latter cooling method is moreconvenient to traction applications. When a high unit power of theengine is required, viz. if it is necessary to receive a great quantityof heat for a small size of the engine, a fluid cooling system is closedcirculation with evaporation is provided.

Gap, labyrinth and opening seals of the working chambers of the engineare used for several reasons. it

is intended to increase the highest rotational limit of the engine, andconsequently its unit power and above all to decrease considerably thesliding friction while distinctly improving the mechanical efficiency ofthe engine. Seals of such a type do not require intensive lupiston, andrelatively small or, in some cases, no mechanical load from gaseousforces and inertia.

In some applications it becomes advisable to use sliding seals. Thismainly pertains to cases where the rotational speed of the piston rotormust be relatively low, and consequently also to engines in which theDiesel cycle is employed.

The device for infinitely variable adjustment of the compression ratiohas been designed with the intention of making a research version of theengine or for cases where different types of fuel is required.

Generally taking, the rotary internal combustion engine in itsconstruction is provided with e.g., a fourpiston-rotor and fourthree-chamber-rotors and has, in comparison with other engines of thistype, a series of advantages. Above all it is characterized by anexceptionally simple and very compact construction and small dimensions.Its unit power, at a rotational speed of 10,000 r.p.m., may be 400 800B.l-l.P./l. A conveniently designed and properly made engine of thistype will have a high overall efficiency rate of the order of 0.4 0.5and a low fuel consumption within the limits of: 0.12 1.16 kg/BHP hour.The rotational speed range about: 3,000 20,000 r.p.m. without seals ofthe sliding type, and with sliding type seals: 500 8,000 r.p.m. Outputrange: 10 10,000 HP. The engine is characterized by a quiet and uniformrun, and a high operating reliability. Moreover, the engine will havegood driving properties, viz. such features as: easy starting andstopping, relatively advantageous traction performance, easyacceleration and deceleration. The engine is characterized by a largerange of power and torque control due to the possibility of disengagingany of its chamber rotors. A feature of this engine lies also in thefact that it can be supplied with light fuel or natural gas, or it mayeasily be constructed for multifuel use. Finally, the engine ischaracterized not only by relatively low production costs due to itssimple and technological construction, but above all by low operatingcosts. In the disclosed embodiment, a running-in period is unnecessary.The life of the engine is many times longer in comparison with that ofother known rotary engines. Overhauls are practically unnecessary Theengine of the invention is shown by way of examples in the followingdescriptions in conjunction with the drawings in which the individualFigures represent:

F[G.l a longitudinal section of the engine with a four-piston-rotor andfour three-chamber rotors, the section being taken along the line B B inFIG.2

FlG.2 a cross-sectional view of the engine of P161, the section beingtaken along the line A A in'FIGJ F IG.3 a longitudinal section along theaxis of symmetry of the engine shown without the transmission gear fordecreasing the rotations, and provided with a device for infinitelyvariable adjustment of the compression ratio;

FIGA a cross-sectional view of a three-chamber -rotor of the engine ofFIGS;

FIG.5 a cross-sectional view of the engine with a two-piston-rotor andone single-chamber rotor;

FlG.6 a cross-sectional view of the engine with a two-piston rotor andtwo single-chamber rotors;

FlG.7 a cross-sectional view of the engine with-a two-piston rotor andthree single-chamber rotors;

F [6.8 the cross-sectional view'of the engine with a "four-piston rotorand three three-chamber rotors;

FIG.9 a cross-sectional view of the engine with a four-piston rotor andfour three-chamber rotors FIG.10 a cross-sectional view of the enginewith a four-piston rotor and five three-chamber rotors FIG.11 a radialseal for the pistons and the frontal seal of the piston rotor;

FIG.12 showing seals for the cylindrical surfaces of the rotors; and

FIG.13 seals for the frontal surfaces of the chamber rotors and sealsfor the pistons along the edges of the combustion chambers.

The rotary internal combustion engine according to the invention in anembodiment provided e.g., with a four-piston rotor and fourthree-chamber rotors as shown in FIGS 1 and 2 is constructed ashereinafter described. In the central part of a crankcase 1 there is afour-piston rotor 2 and around it there are disposed four three-chamberrotors 3 which are kinematically coupled with the rotor 2 by means of agear wheel 4 and four gear wheels 5. The internal surface of thecrankcase 1 is formed by five interpenetrating, parallel extendingcircular cylinders of different size, the largest, central circularcylinder being the seat 6 of the four-piston rotor 2, while theremaining four circular cylinders are the seats 7 of the three-chamberrotors 3.

The four-chamber rotor 2 which on the cylindrical surface thereof isprovided with two suction-exhaust pistons 8 and two power-compressionpistons 9, and on the frontal surfaces with cover plates 10 and l l, iscantilever-like mounted in the bearings 12 and in the bearing 13 in thecrankcase l. The pistons 8 and 9 are mounted in a dovetail manner in thefour-piston rotor 2 and are designed so that in a plane which isperpendicular to the axis of said rotor, the profile of their frontaland rear surfaces, in relation to the direction of movement of thepistons is epicycloidal, whereas the profile of the outer surface of thepistons which lies on the opposite side of the lock, is a circular onehaving conveniently shaped grooves forming the seal 14. In the rearsurface of each suction-exhaust piston 8 there is the outlet for thesuction passage 15. These passages lead to a common central inlet 16 inthe four-piston rotor 2. At the front surface of each of the saidpistons 8, and in the frontal cover plate 10 of the four-piston rotor 2there is provided the combustion gases outlet passage 17 leading to theannular collector 18 in the crankcase l.

The two power-compression pistons 9 are equipped with glow or sparkplugs 19, the axes of which extend parallel to the axis of thefour-piston'rotor 2. In the frontal cover plates 10 and 11 of thefour-piston rotor 2 there are provided labyrinth seals 20 and 21. At thefront part thereof, this rotor is equipped with a labyrinth seal 22,whereas at its rear end, with a sliding seal 23. On the side of thecentral inlet 16 the four-piston rotor 2 is closed by means of aring-shaped insert 24. The three-chamber rotors 3 are provided in theircylindrical surfaces with three identical combustion chambers 25. Eachof these chambers has, in the plane perpendicular to the axes of themulti-chamber rotors 3, a profile which is a combination of e.g., asemicircle and two sections of a straight line, and which is conformedto the shape of the pistons 8 and 9 in such a manner that whencooperating with the pistons, the two edges of each combustion chamberslide along corresponding surfaces, i.e. the front surface and rearsurface of the pistons 8 and 9.

All of the three-chamberrotors 3 are supported on both ends through theintermediary of the pins 26 and 27 in slide bearings 28 and 29. Thesebearings are enabled to be set in a suitable axial position allowing thethree-chamber rotors 3 to be tightly closed on the frontal surfaces.

Each three-chamber rotor 3 may be provided with a device for controllingthe compression ratio as shown in the embodiment of the engine in FIGS.3 and 4. This device comprises inserts 30 of lenticular cross-section,elements 31 integrating these inserts, and sleeves 32 mounted on thepins 26. These pins are provided with oblong cavities 33 constituting anextension of the combustion chambers 25. The inserts 30 are tightlyfitted to the said cavities 33 and holes 34 in the elements 31, and alsoto the internal surfaces of the sleeves 32. The inserts 30 are shiftablein the axial direction of the chamber rotors 3 through the intermediaryof the bearings 35.

In the cylindrical surfaces of the three-chamber rotors 3, there areprovided, besides the combustion chambers 25 also the oblong grooves ofthe labyrinth seal 36. In the crankcase 1 between the three-chamberrotors 3 there are provided suitable passages 37 and 38 connecting thecylindrical seats 7 of the three-chamber rotors 3 to the cylindricalseat 6 of the four-piston rotor 2. These passages are designed forequalizing the pressures between the cooperative working spaces 39 andcombustion chambers 25.

In the crankcase 1 there are also provided four passages 40 for carryingthe residual combustion gases and the scavenging air out of thecorresponding combustion chambers 25. In the circumferential part of thecrankcase 1 there are also located four fuel injectors 41, and from thecentral inlet 16 in the front part of the said crankcase there extendsthe ignition control device 42. This device is equipped with acommutator 43 connected by means of a jack shaft 44 to the four-pistonrotor 2, the casing 45 of the commutator together with carbon brushesadapted to be set in a convenient angular position.

The gears 5 of four three-chamber rotors 3 are rotatably mounted on pins27 and are pressed down by nuts 47 against the frontal surfaces of thestraps 48 which are mounted on the key 49. These gears are angularlylocked in relation to the straps by means of set screws 50. Thecrackcase 1 of the engine, which is formed by a single piece, is cooledby a fluid and shaped so that the cylindrical seats 7 under thethree-chamber chamber rotors 3 are made with a constant diameter, asport holes in this crankcase and in the ring-shaped insert 24 whichcloses the cylindrical seat 6 containing the fourpiston rotor 2. Thespace 51 of the crankcase l including the gear 4 and four gears 5 isclosed by means of a frontal cover 52 in which the bearings 13 and seal53 are arranged. In this space there may also be the gear 55 withinternal indentation, coupled simultaneously with all gears 5 of thethree-chamber rotors 3 and mounted on the transmission shaft 56. Thelatter is rotationally mounted on the shaft 57 of the four-piston rotor2 by means of bearings 58 and is sealed in relation to the shaft 56 withthe aid of seal 59.

In the frontal cover 52 there are provided the outlets of the drives ofsuch devices as: starter, injection device, oil pump, water pump, fan orpossibly also the ignition device. The fittings of the engine are drivenby a gear 60 made in conjunction with the transmission shaft of theengine and gears 61.

The construction of other embodiments of the rotary internal combustionengine, FIGS. 10, is similar to that described above. Differences in theconstruction relate only to the number of pistons 8 and '9 of thechamber rotor 2, to the number of chamber rotor 3 and combustionchambers 25 with which the rotors are equipped, to the ratio of thediameters of the chamber rotors 3 and of the piston rotor 2, to the sizeof the suction passages 15 exhaust passages 17, and to the number offuel injectors 41, and to the number of glow or spark plugs 19 etc.

The construction of the engine with sliding leak seals, FIGS. 11 13,does not require any detail description. Radial seals for the pistons 8and 9, or only for the pistons 9, are composed of one, two or more flatinserts 62 which are seated in grooves formed along the tops of thepistons. The length of the inserts 62 is greater than the width of thepiston rotor 2.

v The frontal seals of the piston rotor 2 are composed of sliding rings63, located in grooves made about the circumference of the frontal coverplates 11 and 12 of the rotor. The seals of the cylindrical surfaces ofthe rotors are formed by flat packing pieces 64 which are seated ingrooves formed along the generating lines of the cylindrical surface ofthe piston rotor 2. The length of the packing pieces 64 is greater thanthe width of the piston rotor 2, and the ends of the packing pieces areseated in openings made in the frontal cover plates and 11 of the rotor2.

The seals of the pistons 8 and 9, particularly those of pistons 9 withthe edges or surfaces of chambers 25, referring to FIGS. 4 and 13 of thedrawings, include yawing inserts 65 located within each combustionchamber 25. The yawing inserts 65 each include projections or lugportions, as shown in FIG. 13,.adapted to extend into and be fastenedwith a plurality of flatcavities or recesses 68. The yawing inserts aredesigned in a manner whereby the centrifugal force generated uponrotation of chamber rotors 3 deflects their edges cooperating with thepistons 8 and 9 outwards from the pistons, while a suitably highpressure in the combustion chambers' 25 causes the yawing inserts 65 tobe pressed towards the pistons 8 and 9.

Similarly, the frontal seals of the chamber rotors 3 are formed byelastic circumferential radial seals 66 which have projections adaptedto be positioned in a plurality of recesses or flat cavities 67 formedin the frontal srufaces of the chamber rotors 3, and seated on theirpins 26 and 27.

In the chamber rotors 3, and possibly in the piston rotor 2 there mayadditionally be provided passages 69 which are designed for cooling ofthe rotors by means of oil supplied under suitable pressure.

The performance of the rotary internal combustion engine results fromthe description of the embodiments stated by way of example. In allembodiments, the turn of the piston rotor 2 brings about that allworking spaces 39 of the engine from the rear side of the pistons 8 and9 become larger, while the spaces from the front side of said pistonsbecome smaller. Due to this fact, through the central inlet 16, air issucked in which when flowing then through the suction passages 15 willbe slightly compressed and forced into the working spaces situated onthe rear side of the suction-exhaust pistons 8. At the same time, thefront side of the pistons 8 pushes out the combustion gases which haveearlier been expanded by the power-compression pistons 9. Thesecombustion gases escape through the passages 17 in the frontal coverplate 10 of the piston rotor 2 into the annular collector 18 from whichthey pass through the passages 70 outwardly to the atmosphere.

The air sucked into the working spaces is then compressed by thepower-compression pistons 9. Towards the end of the compression, beforethe pistons 9 will plunge into the corresponding combustion chambers 25of the chamber rotors 3, the fuel is injected by the injectors 41. Then,when the pistons 9 are entirely plunged into the combustion chambers 25,ignition takes place due to the glow or spark plugs 19 seated in thepistons 9. The high pressure of the combustion gases acting on the rearside of each of the pistons 9 forces the piston rotor to turn, wherebythe working spaces on the rear side of the pistons 9 are increased andthe combustion gases expand. At the same time, the front side of thesepower-compression pistons 9 are compressing the air earlier sucked-in bythe suctionexhaust pistons 8. All working cycles occur in the enginesimultaneously and also in all working spaces 39. The action of theengine is thus extremely harmonized. In all working spaces 39 thesuction-exhaust pistons 8 suck the air by their rear side, andsimultaneously, they push out by their front side the earlier expandedcombustion gases, while the power compression pistons 9 take over bytheir rear side the reaction of the combustion gases and simultaneouslythey are compressing by their front side the earlier sucked air. Thesuction, compression, expansion and exhaustion process occurscontinuously and lasts for one-fourth of a turn of the piston rotor 2.

The working spaces located on both sides of each piston 8 and 9 areseparated at every moment by the labyrinth seal 14 of the external sideof the piston, which seal is sliding along the inner surface of the seat6 of the piston rotor 2, or by one of the generatinglines of thecombustion chamber 25 of the chamber rotors 3, which generating line issliding along the back or front surface of the pistons 8 and 9.

The engine acts as a four-stroke one. To two turns of a four-pistonrotor, 16 full four-stroke cycles accrue, whereby the action of thisengine can be compared as far as the working cycle frequency isconcerned with the action of a l6-cylinder-four stroke engine. Thepulsation of the torque is comparable with that of an eight-cylinderfour-stroke engine. During the two turns of a four-piston rotor thereoccurs a quadruple utilization of the working volume of the engine,whereby it is comparable as far as the working volume is concerned witha four-stroke piston engine having a four times greater swept volume.The action of less essential elements of the engine results directlyfrom the drawings and description of the construction.

The action of an engine having a two-piston rotor 2 and onesingle-chambered rotor 3, FIG. 5, is similar to the action of aone-cylinder four-stroke engine. The utilization frequency of theworking volume during one turn of a two-piston rotor 2 amounts toone-half.

The action of an engine having a two-piston rotor 2 and twosingle-chambered rotors 3, FIG. 6, corresponds to the action of atwo-cylinder four-stroke engine with cranks shifted every Utilizationfrequency of the working volume: 1 pro one turn of a twopiston rotor 2.i a

The action of an engine having a two-piston rotor 2 and threesingle-chamber rotors 3, FIG. 7, corresponds to the action of athree-cylinder four-stroke engine with cranks shifted every 120 with thedifference that the suction and exhaust cycle is shifted by 60 inrelation to the work and compression cycle. Utilization frequency of theworking volume: three-seconds pro one turn of a two-piston rotor 2.

The action of an engine having a four-piston rotor 2 and threethree-chambered rotors 3, FIG. 8, is similar as far as the frequency ofworking cycles is concerned to the action of a l2-cylinder four strokeengine with cranks shifted every 60. Utilization frequency of theworking volume: three-seconds pro one turn of a four-piston rotor 2.

The action of an engine having a four-piston rotor 2 and four rotors 3,FIG. 9, is hereinbefore described: analogy to a sixteen cylinderfour-stroke engine with cranks shifted every 90. Utilization frequencyof the working volume: 2 pro one turn of a four-piston rotor 2.

The action of an engine having a four-piston rotor 2 and fivethree-chambered rotors 3, FIG. 10, corresponds to the action of a-cylinder four-stroke engine with cranks shifted every 36 with thedifference that the suction and exhaust cycle is shifted by 18 inrelation to the working and compression cycle. Utilization frequency ofthe working volume: five-seconds pro one turn of the four-piston rotor2.

The action of an engine provided with sliding seals, FIGS. l1 l3, doesnot require a separate description.

The described embodiments, given by way of example, of the rotaryinternal combustion engine according to the invention do not comprise,of course, all the possible details and modifications of the solution,which might still develop the essence of the invention.

The rotary internal combustion engine according to the invention maye.g., act as a self-driven rotary internal combustion compressor. Insuch a case it is of advantage using to this purpose e.g., an engineprovided with a four-piston rotor and four three-chambered rotors, twoof which, facing each other, being chambered rotors of the rotarycompressor, while the other two chambered rotors of a rotary internalcombustion engine.

The rotary internal combustion engine according to the invention mayalso be used as a blower, compressor or pump, and also as a hydraulic,steam or gas engine. In such cases the piston rotor of the given deviceis equipped on the circumference solely with pistons provided with inletand outlet passages. The action of such a device does not require aseparate description. It is only to be mentioned that the direction ofrotation of the piston rotor for the application of the device as ablower, compressor or pump, is reverse to that when the device is usedas a hydraulic, steam or gas engine. The direction of flow of theworking medium is for the above-mentioned applications also reverse.

What I claim is:

l. A rotary internal combustion engine comprising;

a housing having a central cylindrical seat seated in a principal axisof symmetry of said housing and at least one peripheral cylindrical seatlocated in parallel to said central seat, the spacing of said seatsbeing determined so that their generating surfaces penetrate one anotherwithin the housing;

a piston rotor coaxially rotatably mounted in said central seat of thehousing, two frontal cover plates fixed to end faces of said rotor andbeing provided on the circumference thereof with at least one pair ofpistons, one of the pistons of said pair forming a suction-exhaustpiston sucking in air with a rear face thereof and simultaneouslyexhausting expanded combustion gases with a front face thereof, theother of the pistons of said pair forming a power-compression pistonexposed at a rear face thereof to the action of the expanding gaseswhile a front face of said piston compresses the sucked-in air;

at least one chambered rotor rotatably mounted in said peripheral seatsof the housing and being adapted for co-operation with said pistonrotor, each said chambered rotor having on its circumference at leastone combustion chamber adapted to receive said pistons of the pistonrotor and dimensioned to provide a close dimensional tolerance duringoperative co-operation of said elements, so as to form forwardly andrearwardly of said pistons, and within said combustion chambers, workingchambers of the engine;

a gear transmission synchronizing the rotary motion of said rotors andcomprising a gear wheel of said piston rotor and gear wheels of saidchambered rotors operatively, engaged therewith;

at least one inlet passage disposed in said piston rotor and extendingfrom an air inlet through said rear faces of the suction-exhaustpistons, with said passages the air is sucked into all said workingchambers being formed behind said rear faces of the suction-exhaustpistons;

at least one outlet passage disposed in at least one of said coverplates of the piston rotor and partially in said front faces of thesuction-exhaust pistons, said passages providing for exhaustion of thecombustion gases from all of said working chambers being formed beforesaid front faces of the suctionexhaust pistons;

at least one annular collector located in said housing to which saidoutlet passages are connected, and at least one exhaust passageextending from said collector, whereby the combustion gases flow intosaid annular collector and then flow out of said collector toward theexterior of the engine;

at least one fuel injector mounted in said housing,

said injector during of the compression cycles supplying fuel into saidworking chambers being formed before the front faces of thepowercompression pistons; and

at least one ignition plug mounted in each said power-compressionpiston, said plugs ignite the air-fuel mixture at the right momentduring of the immersion of each power-compression piston in saidcombustion chambers of the chambered rotors.

2. A rotary internal combustion engine according to claim 1, a centralinlet for the air being located in the principal axis of symmetry ofsaid housing and of said piston rotor, said inlet being connected withsaid inlet passages.

3. A rotary internal combustion engine according to claim 1, saidsuction-exhaust pistons and said powercompression pistons beingapproximately of the same outershapes, the front and rear face of eachsaid piston in its principal cross-section forming an epicycloid, and

the lateral, circumferential surface of each said piston having aprofile conforming to the central seat of said piston rotor.

4. A rotary internal combustion engine according to claim 1, the shapeof each said combustion chamber of each chambered rotor in its principalcross-section being a combination of an arc of a circle and two sectionsof a straight line, each said chamber having two edges of which thedistance is conformed to the thickness of said pistons so as to obtainthe required close dimensional tolerance during operative co-operationof said elements.

5. A rotary internal combustion engine according to claim 1, the numberof said combustion chambers of each of said chambered rotor being an oddnumber.

6. A rotary internal combustion engine according to claim 1, the numberof said chambered rotors being equal to the sum of all said pistons ofthe piston rotor.

7. A rotary internal combustion engine according to claim 1, the numberof said chamber rotors being lower by one than the sum of all saidpistons of the piston rotor.

8. A rotary internal combustion engine according to claim 1, the numberof said chambered rotors being higher by one than the some of all saidpistons of the piston rotor.

9. A rotary internal combustion engine according to claim 1, in saidhousing having passages extending from each said peripheral seat of thechambered rotor to said central seat of the piston rotor in theproximity of penetrating edges of said seats, so as to provide for theequalization of the pressures between the working chamber of the engine.

10. A rotary internal combustion engine according to claim 1, saidhousing having closeable passages connecting said peripheral seats ofthe chambered rotors to atmosphere, said passages being located inportions of the housing at the remotest distance from the principal axisof symmetry of the housing, said passages providing for escape of theremainder of combustion gases and scavenging air.

11. A rotary internal combustion engine according to claim 1, saidignition plugs being positioned within said power-compression pistonsand extending parallel to the principal axis of the piston rotor.

12. A rotary internal combustion engine according to claim 1, said fuelinjectors being mounted on the circumference of said housing proximatebefore each said chambered rotor in relation to the direction ofrotation of said piston rotor.

13. A rotary internal combustion engine according to claim 1,comprising, in the front part of said housing in its principal axis ofsymmetry, an ignition control device having a commutator connected by ajack shaft to said piston rotor, said commutator having a casing withcarbon brushes adapted to be set in predetermined angular positions.

14. A rotary internal combustion engine according to claim 1, each saidgear wheel of the chambered rotor being mounted on a neck of said rotorso as to enable it to be set in a predetermined angular position, saidgear wheel being pressed by a nut against a frontal surface of astationary flanged sleeve, said sleeve being mounted by a key on saidneck, and said gear wheel being angularly restrained in relation to saidsleeve.

15. A rotary internal combustion engine according to claim 1, comprisinga driving shaft rotatably mounted in the principal axis of symmetry ofsaid housing and being kinematically coupled with said piston rotor bymeans of an internal gear and said gear wheels of the chambered rotors,said internal gear being swingably connected to said driving shaft andengaging simultaneously all said gear wheels of the piston rotors, so asto eliminate clearances in said gear transmission synchronizing therotors, the rotational speed of said driving shaft of the engine beingconsiderably lower than the rotational speed of said piston rotor.

16. A rotary internal combustion engine according to claim 1, saidpiston rotor being cantilever-mounted in rolling bearings and closedwithin said central seat on the side of said central inlet by aring-shaped insert, said chambered rotors being supported on both sidesthrough necks in removable sliding bearings set in predetermined axialpositions, said piston rotor and said chambered rotors being closed onboth sides at required axial clearances.

17. A rotary internal combustion engine according to claim 1, saidhousing being of unitary structure and adapted to be cooled with acooling medium, each said peripheral seat of the chambered rotors havinga constant diameter extending through said housing.

18. A rotary internal combustion engine according to claim 1, said twofrontal cover plates of the piston rotors having in their outer facescircumferential grooves forming a labyrinth seal, and the cylindricalsurfaces of all of said rotors having labyrinth seal grooves extendingparallel to the axes of said rotors, the frontal surfaces of saidchambered rotors having flat cavities forming multidirectional labyrinthseals.

19. A rotary internal combustion engine according to claim 1, each saidchambered rotor having a compression ratio control device comprising:slidable inserts of lenticular cross-section of which the number isequal to the number of said combustion chambers, an element integratingsaid inserts, a sleeve fixed on a neck of said chambered rotor, oblongcavities in said neck forming an extension of said combustion chambers,a bearing for shifting said inserts by means of said element in theaxial direction of said combustion chambers, said inserts being tightlyfitted within said oblong cavities in 'said neck and the inner surfaceof said sleeve fixed on the neck.

20. A rotary internal combustion engine according to claim 1, saidpistons of the piston rotor having radial sliding seals composed of atleast one flat insert and at least one groove formed along the top ofsaid pistons for receiving said inserts, the length of said insertsbeing greater than the width of the piston rotor, whereby the two endsof each of said inserts slide during the turn of the piston rotor alongthe inner circumferential surface of said central seat in the housing.

21. A rotary internal combustion engine according to claim 1, each ofsaid two frontal cover plates of the piston rotor being provided with atleast one circumferential groove having therein elastic slidable ringsmovable during the turn of the piston rotor along the inner frontalsurfaces of the housing.

22. A rotary internal combustion engine according to claim 1, saidpiston rotor being provided with flat inserts seated in grooves formedalong the generating lines of the cylindrical surface of said rotor,said inserts being pressed by centrifugal force into the cylindricalsurfaces of said chambered rotors, the length of said inserts beinggreater than .the width of the piston rotor,

and the ends of said inserts being mounted in blind openings made in theinner faces of said two frontal cover plates of the piston rotor.

23. A rotary internal combustion engine according to claim 1, each ofsaid chambered rotors being provided interiorly of its combustionchambers with yawing inserts which, under the influence of pressure ofgases within said chambers, are pressed against the front and rear facesof said power-compression pistons of the piston rotor.

24. A rotary internal combustion engine according to claim 1, each saidchambered rotor including elastic frontal seals extending intocircumferential and radial grooves made in frontal surfaces of saidrotors, said seals being mounted on necks of the chambered rotors.

25. A rotary internal combustion engine according to claim 1, saidchambered rotors having inside passages adapted to facilitate cooling ofsaid rotors by a cooling medium.

26. A rotary internal combustion engine according to claim 1, fuelburning occurring in only selected of said chambered rotors, so as toenable the engine to operate as a self-driving rotary internalcombustion compres- SOI.

1. A rotary internal combustion engine comprising: a housing having acentral cylindrical seat seated in a principal axis of symmetry of saidhousing and at least one peripheral cylindrical seat located in parallelto said central seat, the spacing of said seats being determined so thattheir generating surfaces penetrate one another within the housing; apiston rotor coaxially rotatably mounted in said central seat of thehousing, two frontal cover plates fixed to end faces of said rotor andbeing provided on the circumference thereof with at least one pair ofpistons, one of the pistons of said pair forming a suction-exhaustpiston sucking in air with a rear face thereof and simultaneouslyexhausting expanded combustion gases with a front face thereof, theother of the pistons of said pair forming a power-compression pistonexposed at a rear face thereof to the action of the expanding gaseswhile a front face of said piston compresses the sucked-in air; at leastone chambered rotor rotatably mounted in said peripheral seats of thehousing and being adapted for cooperation with said piston rotor, eachsaid chambered rotor having on its circumference at least one combustionchamber adapted to receive said pistons of the piston rotor anddimensioned to provide a close dimensional tolerance during operativeco-operation of said elements, so as to form forwardly and rearwardly ofsaid pistons, and within said combustion chambers, working chambers ofthe engine; a gear transmission synchronizing the rotary motion of saidrotors and comprising a gear wheel of said piston rotor and gear wheelsof said chambered rotors operatively, engaged therewith; at least oneinlet passage disposed in said piston rotor and extending from an airinlet through said rear faces of the suction-exhaust pistons, with saidpassages the air is sucked into all said working chambers being formedbehind said rear faces of the suction-exhaust pistons; at least oneoutlet passage disposed in at least one of said cover plates of thepiston rotor and partially in said front faces of the suction-exhaustpistons, said passages providing for exhaustion of the combustion gasesfrom all of said working chambers being formed before said front facesof the suctionexhaust pistons; at least one annular collector located insaid housing to which said outlet passages are connected, and at leastone exhaust passage extending from said collector, whereby thecombustion gases flow into said annular collector and then flow out ofsaid collector toward the exterior of the engine; at least one fuelinjector mounted in said housing, said injector during of thecompression cycles supplying fuel into said working chambers beingformed before the front faces of the power-compression pistons; and atleast one ignition plug mounted in each said powercompression piston,said plugs ignite the air-fuel mixture at the right moment during of theimmersion of each powercompression piston in said combustion chambers ofthe chambered rotors.
 2. A rotary internal combustion engine accordingto claim 1, a central inlet for the air being located in the principalaxis of symmetry of said housing and of said piston rotor, said inletbeing connected with said inlet passages.
 3. A rotary internalcombustion engine according to claim 1, said suction-exhaust pistons andsaid power-compression pistons being approximately of the same outershapes, the front and rear face of each said piston in its principalcross-section forming an epicycloid, and the lateral, circumferentialsurface of each said piston having a profile conforming to the centralseat of said piston rotor.
 4. A rotary internal combustion engineaccording to claim 1, the shape of each said combustion chamber of eachchambered rotor in its principal cross-section being a combination of anarc of a circle and two sections of a straight line, each said chamberhaving two edges of which the distance is conformed to the thickness ofsaid pistons so as to obtain the required close dimensional toleranceduring operative co-operation of said elements.
 5. A rotary internalcombustion engine according to claim 1, the number of said combustionchambers of each of said chambered rotor being an odd number.
 6. Arotary internal combustion engine according to claim 1, the number ofsaid chambered rotors being equal to the sum of all said pistons of thepiston rotor.
 7. A rotary internal combustion engine according to claim1, the number of said chamber rotors being lower by one than the sum ofall said pistons of the piston rotor.
 8. A rotary internal combustionengine according to claim 1, the number of said chambered rotors beinghigher by one than the sume of all said pistons of the piston rotor. 9.A rotary internal combustion engine according to claim 1, in saidhousing having passages extending from each said peripheral seat of thechambered rotor to said central seat of the piston rotor in theproximity of penetrating edges of said seats, so as to provide for theequalization of the pressures between the working chamber of the engine.10. A rotary internal combustion engine according to claim 1, saidhousing having closeable passages connecting said peripheral seats ofthe chambered rotors to atmosphere, said passages being located inportions of the housing at the remotest distance from the principal axisof symmetry of the housing, said passages providing for escape of theremainder of combustion gases and scavenging air.
 11. A rotary internalcombustion engine accordiNg to claim 1, said ignition plugs beingpositioned within said power-compression pistons and extending parallelto the principal axis of the piston rotor.
 12. A rotary internalcombustion engine according to claim 1, said fuel injectors beingmounted on the circumference of said housing proximate before each saidchambered rotor in relation to the direction of rotation of said pistonrotor.
 13. A rotary internal combustion engine according to claim 1,comprising, in the front part of said housing in its principal axis ofsymmetry, an ignition control device having a commutator connected by ajack shaft to said piston rotor, said commutator having a casing withcarbon brushes adapted to be set in predetermined angular positions. 14.A rotary internal combustion engine according to claim 1, each said gearwheel of the chambered rotor being mounted on a neck of said rotor so asto enable it to be set in a predetermined angular position, said gearwheel being pressed by a nut against a frontal surface of a stationaryflanged sleeve, said sleeve being mounted by a key on said neck, andsaid gear wheel being angularly restrained in relation to said sleeve.15. A rotary internal combustion engine according to claim 1, comprisinga driving shaft rotatably mounted in the principal axis of symmetry ofsaid housing and being kinematically coupled with said piston rotor bymeans of an internal gear and said gear wheels of the chambered rotors,said internal gear being swingably connected to said driving shaft andengaging simultaneously all said gear wheels of the piston rotors, so asto eliminate clearances in said gear transmission synchronizing therotors, the rotational speed of said driving shaft of the engine beingconsiderably lower than the rotational speed of said piston rotor.
 16. Arotary internal combustion engine according to claim 1, said pistonrotor being cantilever-mounted in rolling bearings and closed withinsaid central seat on the side of said central inlet by a ring-shapedinsert, said chambered rotors being supported on both sides throughnecks in removable sliding bearings set in predetermined axialpositions, said piston rotor and said chambered rotors being closed onboth sides at required axial clearances.
 17. A rotary internalcombustion engine according to claim 1, said housing being of unitarystructure and adapted to be cooled with a cooling medium, each saidperipheral seat of the chambered rotors having a constant diameterextending through said housing.
 18. A rotary internal combustion engineaccording to claim 1, said two frontal cover plates of the piston rotorshaving in their outer faces circumferential grooves forming a labyrinthseal, and the cylindrical surfaces of all of said rotors havinglabyrinth seal grooves extending parallel to the axes of said rotors,the frontal surfaces of said chambered rotors having flat cavitiesforming multidirectional labyrinth seals.
 19. A rotary internalcombustion engine according to claim 1, each said chambered rotor havinga compression ratio control device comprising: slidable inserts oflenticular cross-section of which the number is equal to the number ofsaid combustion chambers, an element integrating said inserts, a sleevefixed on a neck of said chambered rotor, oblong cavities in said neckforming an extension of said combustion chambers, a bearing for shiftingsaid inserts by means of said element in the axial direction of saidcombustion chambers, said inserts being tightly fitted within saidoblong cavities in said neck and the inner surface of said sleeve fixedon the neck.
 20. A rotary internal combustion engine according to claim1, said pistons of the piston rotor having radial sliding seals composedof at least one flat insert and at least one groove formed along the topof said pistons for receiving said inserts, the length of said insertsbeing greater than the width of the piston rotor, whereby the two endsof each of said inserts slide during the turn of the piston rotoR alongthe inner circumferential surface of said central seat in the housing.21. A rotary internal combustion engine according to claim 1, each ofsaid two frontal cover plates of the piston rotor being provided with atleast one circumferential groove having therein elastic slidable ringsmovable during the turn of the piston rotor along the inner frontalsurfaces of the housing.
 22. A rotary internal combustion engineaccording to claim 1, said piston rotor being provided with flat insertsseated in grooves formed along the generating lines of the cylindricalsurface of said rotor, said inserts being pressed by centrifugal forceinto the cylindrical surfaces of said chambered rotors, the length ofsaid inserts being greater than the width of the piston rotor, and theends of said inserts being mounted in blind openings made in the innerfaces of said two frontal cover plates of the piston rotor.
 23. A rotaryinternal combustion engine according to claim 1, each of said chamberedrotors being provided interiorly of its combustion chambers with yawinginserts which, under the influence of pressure of gases within saidchambers, are pressed against the front and rear faces of saidpower-compression pistons of the piston rotor.
 24. A rotary internalcombustion engine according to claim 1, each said chambered rotorincluding elastic frontal seals extending into circumferential andradial grooves made in frontal surfaces of said rotors, said seals beingmounted on necks of the chambered rotors.
 25. A rotary internalcombustion engine according to claim 1, said chambered rotors havinginside passages adapted to facilitate cooling of said rotors by acooling medium.
 26. A rotary internal combustion engine according toclaim 1, fuel burning occurring in only selected of said chamberedrotors, so as to enable the engine to operate as a self-driving rotaryinternal combustion compressor.